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Bell UH-1 "Iroquois" (born Bell UH-1 Iroquois) - American multi-purpose helicopter company Bell Helicopter Textron, also known as "Huey" (Huey). This is one of the most famous and massive machines in the helicopter industry.
The history of the UH-1 began in the mid-fifties, when a competition was announced for the creation of a multi-purpose helicopter, which was supposed to replace the piston Sikorsky UH-34.

From the proposed projects in 1955, the development of the Bell Helicopter Company with the designation Model 204 was chosen. The helicopter was supposed to install a new Lycoming T53 turboshaft engine. The first of three helicopter prototypes, designated XH-40, flew on October 20, 1956 at the factory airfield in Fort Worth, Texas.
In the middle of 1959, the first production helicopters of the UH-1A modification were equipped with a Lycoming T53-L-1A engine with an HP 770 power. With. began to enter service with the US Army. In the army, they received the designation HU-1 Iroquois (since 1962 - UH-1). Some of the helicopters were armed with two 7.62 mm machine guns and sixteen 70 mm NURs.

In March 1961, an improved version of the UH-1B helicopter with an HP 960 T53-L-5 engine was adopted.
The payload of the new helicopter reached 1360 kg., while he could lift two pilots and seven soldiers in full gear or five wounded (three of them on stretchers) and one escort. In the version of the fire support helicopter, machine guns and NUR were installed on the sides of the fuselage.

In early 1965, the UH-1B was replaced in serial production by a new modification of the UH-1C (Model 540) with an improved main rotor, which reduced vibration, improved handling and increased maximum speed. The helicopter was powered by a Lycoming T55-L-7C engine. It could carry up to 3000 kg of cargo on an external sling with a takeoff weight of 6350 kg and reach a maximum speed of 259 km / h.

Shortly after being put into service, new helicopters were sent to Vietnam. The first to get there were 15 helicopters of the Auxiliary Tactical Transport Company, formed in Okinawa on July 15, 1961. Its personnel were faced with the task of studying the possibility of using the UH-1A to attack ground targets and escort transport helicopters. A year later, the company was transferred to Thailand, where it took part in the maneuvers of the SEATO unit, and already on July 25, 1962, it arrived at the Tan Son Nhat airbase in South Vietnam. The Iroquois performed their first sortie to escort CH-21 transport helicopters on 3 August.

On January 5, 1963, the company lost its first vehicle. Ten CH-21s and five armed Hughs took part in the landing operation in the village of Ap Bak. Transport CH-21s were supposed to land the South Vietnamese infantry in four waves. The first wave reached the landing zone and unloaded without interference. The descending fog delayed the arrival of the other three groups for an hour and a half. Helicopters of the second and third waves also delivered soldiers without hindrance. Half an hour later, the fourth wave arrived. This time the helicopters were met by a wall of fire. All cars were hit by bullets. One "Iroquois" had a main rotor blade shot off, it crashed, the crew died.

According to the experience of military operations, the Iroquois was continuously improved, new modifications appeared, with improved equipment and more powerful engines.
UH-1D differed from all its predecessors in increased to 6.23 cubic meters. cab volume. The payload reached 1815 kg. The helicopter was equipped with a T53-L-11 engine with a shaft power of 820 kW.

For the US Marine Corps, a modification of the UH-1E was created. It differed from the UH-1B in a new composition of radio equipment, and starting from 1965 in a new main rotor, similar to the UH-1C. The UH-1E was serially produced from February 1963 to the summer of 1968. The helicopter was actively used in Vietnam for landing and rescue operations.
Compared to the Army Aviation, the Marine Corps had relatively few combat helicopters. In the spring of 1967, only two squadrons of UH-1Es were in Vietnam. At first, these were not armed search and rescue vehicles. But soon the development of search and rescue tactics led to the emergence of special armed vehicles. The Iroquois of the Marine Corps often performed tasks in Vietnam that were far from search and rescue. UH-1Es were used in the same way as army helicopters. I had to install four M-60 machine guns and NAR blocks on them. Unlike army vehicles, machine guns were mounted motionless on naval "Iroquois". In 1967, the Marine Corps rotorcraft received turrets with two M-60 machine guns.

"Iroquois" from June 1963 began to enter service with light airborne companies. Each of them included two platoons of transport helicopters and a platoon of fire support.
The number of helicopters operating in Vietnam grew very quickly, in the spring of 1965 there were about 300 Iroquois alone (of which about 100 were attack UH-1 B), and at the end of the decade, the Americans had only more Iroquois in Indochina, what was in service with the armies of all other states of the world - about 2500.
Squadrons of "air cavalry" were widely known. The squadron consisted of three platoons: reconnaissance, fire support and transport. The first was armed with light helicopters OH-13 or OH-23, the second - UH-1B, and the third flew the UH-1D. Very often, reconnaissance and attack helicopters operated in single combat formations.

To increase the carrying capacity, seats and doors were often dismantled from helicopters, as well as auxiliary equipment, which could be dispensed with in flight. The armor protection was also removed, which the crews considered useless ballast. According to the pilots, the main protection was the speed and maneuverability of helicopters. But the increase in flight performance could not guarantee invulnerability.
The loss of helicopters can be judged from the memoirs of flight engineer R. Chinoviz, who arrived in Vietnam in January 1967. The novice found at least 60 damaged and completely broken Iroquois at the Tan Son Nhat airbase. At the same time, most of the holes were in the middle parts of the fuselages - shooters and technicians were killed and wounded much more often than pilots.

Very soon, the "Iroquois" became the "workhorse" of airmobile units, the Americans switched from using rotorcraft as part of small units (platoon - company) to the formation of a helicopter division. In mid-February 1963, the formation of the 11th Air Assault Division and the 10th Aviation Transport Brigade attached to it began. The staff of the division was determined at 15,954 people with 459 helicopters and aircraft. The air cavalry squadron was supposed to have 38 UH-1B fire support helicopters (including four helicopters armed with SS.11 or TOU anti-tank missiles) and 18 UH-1D transport helicopters.

The divisional artillery included an aviation missile battalion - 39 UH-1B helicopters armed with unguided rockets. For operations behind enemy lines, the division included a company of "pathfinders". The delivery of reconnaissance and sabotage groups was assigned to six UH-1B helicopters. The main striking force of the division was two assault helicopter battalions, each with 12 armed UH-1Bs and 60 transport UH-1Ds. Unlike the helicopters of the "air cavalry" squadron, the UH-1Bs of the assault battalions had only machine guns and were intended to escort transport vehicles and final clear the landing area. In total, the state division was supposed to have (in addition to other aviation equipment) 137 UH-1B attack helicopters and 138 UH-1D transport helicopters. The usual proportion of armed helicopters in relation to transport helicopters in sorties was at first 1:5, but according to the experience of the war, the number of combat helicopters had to be increased: one UH-1B to three UH-1Ds.

The most advanced modification used in Vietnam was the UH-1H with an Avco Lycoming T53-L-13 engine with a shaft power of 1044 kW. Its deliveries began in September 1967.

Combat experience has revealed a number of shortcomings "Hugh". Due to the low speed, heavy armed vehicles of the UH-1B modification were easily hit by machine guns, especially large-caliber ones, and most importantly, they could not keep up with the faster UH-1Ds. The insufficient strength of the tail boom was noted - during a rough landing, it broke from contact with the ground, was damaged from frequent impacts on tree branches when flying at low altitudes. The power of the UH-1D engine was enough to transport only seven fighters with full equipment instead of nine or, moreover, twelve. In the heat of the UH-1D, flying in the mountains, only five paratroopers were taken on board. The lack of power did not allow the installation of serious armor on helicopters. Often, pilots in a combat situation loaded their "horses" according to the principle "climb while there is room." As a result of overload jammed the engine; the helicopter fell, rolled over and caught fire. Another reason for non-combat losses was reflex movements. There is a known case when the pilot jerked his hand sharply at a close gap. The helicopter banked sharply, catching a telegraph pole with its main rotor blade. The car crashed.

The Iroquois has become, perhaps, along with the Phantom and the B-52, the most recognizable symbol of the Vietnam War. In just 11 years of the war in Southeast Asia, according to official figures, US Army helicopters made 36 million sorties, flying 13.5 million hours, 31,000 helicopters were damaged by anti-aircraft fire, but only 3,500 of them (10%) were shot down or made an emergency landing. Such a low ratio of losses to the number of sorties is unique for aircraft in conditions of intense hostilities - 1:18,000. However, a significant part of combat losses fell into the "flight accidents" column.
For example, if a downed helicopter landed at its own airfield, where it burned down safely, then it was not counted as downed. The same thing happened with decommissioned cars that managed to return, but could not be restored.

Due to the vulnerability of the UH-1В fire support helicopters, which suffered heavy losses, a program was launched to create a specialized attack AN-1 "Cobra" based on it, which had much better protection. The Iroquois turned out to be too vulnerable to small arms fire, and especially heavy machine guns, which form the basis of the Viet Cong air defense system.

Several hundred helicopters were transferred to South Vietnam, these machines were actively used in battles until the very last days. When the collapse of the Saigon regime became inevitable, they were used to flee the country.

South Vietnamese Huey being pushed overboard to make room on deck

A significant part of the helicopters transferred by the Americans to South Vietnam went after the fall of Saigon as trophies of the DRV army. Where they were actively used until the end of the eighties.

After a successful debut in Vietnam, the Iroquois has spread very widely around the world. Often, used helicopters were donated to "pro-American" oriented countries as part of military aid. More than 10,000 helicopters have been exported. In Japan and Italy, they were produced under license, a total of about 700 cars were built.

In the early seventies, on the basis of the UH-1D for the Navy and the Marine Corps (MCC), a twin-engine modification of the UH-1N was created. The power plant of the PT6T Twin-Pac helicopter of the Canadian company Pratt & Whitney Aircraft Canada (PWAC) consisted of two turboshaft engines installed side by side and rotating the main rotor shaft through a gearbox. The output power on the shaft of the first serial copies of the helicopter was 4.66 kW / kg. In the event of a failure of one of the two turbines, torque sensors located in the collecting gearbox transmitted a signal to the serviceable turbine and it began to generate shaft power in the range from 764 kW to 596 kW, for emergency or continuous operation, respectively.

This technical solution made it possible to increase flight safety and the survival rate of the machine in the event of damage to one engine.
Around the same time, a civilian version of the helicopter was created. It differed from the military model in cockpit furnishings and electronic equipment.
8 Model 212 helicopters in 1979 were delivered to China. Model 212 helicopters called Agusta-Bell AB.212 were also produced in Italy under license by Agusta.

Helicopters of the UH-1 family in the US Army were gradually replaced by the more payload and high-speed Sikorsky UH-60 Black Hawk.
But the USMC was in no hurry to abandon the well-proven machine.
On the decks of universal landing ships, the compact Iroquois took up much less space.
To replace the aging UH-1N at Bell Helicopter Textron, in the early 2000s, work began on the creation of a new modification of the helicopter. The helicopter modernization program was carried out in parallel with the work on the AH-1Z King Cobra helicopter.
The new Hugh modification was designated UH-1Y Venom.

The helicopter is equipped with a four-bladed main rotor made of composite materials, 2 General Electric T700-GE-401 gas turbine engines, the size of the fuselage for additional avionics has been increased, a new set of avionics has been installed, including GPS and a digital mapping system, and new systems of passive and active electronic countermeasures have been installed. The range of weapons used has been significantly expanded. Passenger capacity has increased to 18 people, and the maximum speed is up to 304 km/h. Serial production of the UH-1Y began in 2008.

The cost of the entire modernization program for almost three hundred Hughes and Supercobras, as well as the purchase of new helicopters by the Marines and the US Navy, will exceed $12 billion. Tellingly, the principle of production economy has not been forgotten. The hull systems, avionics and propulsion system of the UH-1Y are 84 percent compatible with the already mentioned AH-1Z King Cobra fire support helicopters, which will greatly simplify maintenance.

The tendency to wash out old models of aviation equipment from the combat strength, which was clearly visible in the 90s and 2000s, paradoxically does not apply to some aircraft. For example, there is no alternative to the B-52 bomber and the C-130 military transport. Simple, familiar and reliable "Hugh" also became such a weapon.

Since the start of mass production in 1960, more than 16,000 units have been produced. UH-1 of various modifications. Machines of this type have been used in more than 90 countries. A significant part of them are still in flight condition. Given the launch of a new modification, there is no doubt that these helicopters will take to the air for several more decades.

According to materials:
http://airspot.ru/catalogue/item/bell-uh-1y-iroquois
http://worldweapon.ru/vertuski/uh1.php
http://www.airwar.ru/enc/uh/uh1.html

In June 1955, the Bell Helicopter Company created a helicopter project for the US Army, designating it Model 204. The new helicopter was designated H-40 (UH-1) and named Iroquois. The first order was for three prototypes of the KhN-40. An experienced helicopter took off on October 22, 1956 and was used for testing and modifications. Immediately before the first flight, 6 pre-production YH-40s were ordered and all were delivered in August 1958.

Helicopter UH-1 Iroquois – video

Launched into production, nine final pre-production UH-1A helicopters were delivered on June 30, 1959, and 74 production copies entered service after them. These machines had dual control and were used as training helicopters for instrument flights. For the first time, they began to be massively exploited in Korea. UH-1A helicopters were among the first US Army helicopters to operate in Vietnam. A characteristic external feature of the helicopter is a stabilizing rod located above the main rotor at right angles to its two blades, as well as small elevators attached to the rear of the fuselage. The tubular skid chassis was ideal for general purpose operations. The cabin could accommodate two crew members and six passengers or two stretchers.

The power plant includes the Avco Lycomin T53-L-1A 522 kW/700 hp turbomachinery, making the Model 204 helicopter the first turbine-equipped aircraft. Improved version of the UH-1B (more than 700 built) initially had an Avco Lycomin T53-L-5 engine with 716 kW / 960 hp, and a later production model received a T53-L-11 engine with 820 kW / 1100 shaft power hp Other improvements to the helicopter included redesigned main rotor blades and an enlarged cabin capable of accommodating two crew and seven passengers or three stretchers.

Starting in the fall of 1965, the UH-1B Iroquois helicopter was replaced in production by the UH-1C helicopter, which had a "hinged" propeller with wide blades. This new rotor provided a slight increase in speed and improved maneuverability. Several UH-1A helicopters. operating in Vietnam were armed with a missile pod and two 7.62 mm machine guns for close support. The success of this helicopter led many UH-1Bs to be used armed primarily with four side-mounted 7.62mm machine guns or two symmetrically arranged pods, each containing 24 rockets. Other military variants of the Model 204 included the UH-1E helicopter for the US Marine Corps. equipped with a winch for lifting people, a rotor brake and electronic equipment. The first helicopter was delivered on February 21, 1964, and from October 1965 a new main rotor with articulated blade suspension began to be installed on serial machines.

The UH-1F helicopter for the US Air Force, with a 962 kW / 1290 hp General Electric T58-GE-3 theater, had a larger diameter main rotor and was able to accommodate a pilot and 10 passengers. On the basis of the UH-1F, a similar training version of the TH-1F was created. The HH-1K helicopter was developed for the US Navy and is similar to the UH-1E helicopter. but with the T53-L-13 engine with a capacity of 1044 kW / 1400 hp, and the TH-1L and UH-1L helicopters (training and general purpose) with the T53-L-13 engine. Three UH-1M helicopters were equipped with night vision equipment.

Helicopter Model 204B was built for civilian use and military export. It had 10 seats, a larger diameter rotor than the UH-1F, and a T53-L-11 engine. Model 204B and UH-1 were built by the Japanese company Fuji. and in 1967, this company introduced the Fuji-Bell 204B-2 helicopter, which differed from the Model 204B in a more powerful engine and a pulling tail rotor. The success of the UH-1A / B "Iroquois" helicopters convincingly proved that there were few errors in the basic design of these devices. The dedicated UH-1A/B helicopter was continuously developed and equipped with ever more powerful engines. In early 1960, Bell offered an improved version of the Model 204 helicopter design with a longer fuselage, additional cabin space to accommodate a pilot and 14 troops or six stretchers, or up to 1814 kg of cargo. In July 1960, tests began on seven helicopters under the army designation YUH-1D (they were designated Model 205 by the manufacturer). The first of these helicopters took off on August 16, 1961 and after successful flight tests was put into mass production. The first helicopter, designated UH-1D, was delivered on August 9, 1963.

The power plant of machines of this type was the Avco Lycomin T53-L-11 turboprop engine with a shaft power of 820 kW / 1100 hp. The standard fuel capacity of 832 liters could be supplemented by two internal auxiliary fuel tanks, bringing the maximum fuel capacity to 1968 liters. Large-scale production of UH-1D helicopters has been deployed for both the US Army. and for the armed forces of other countries. Dornier in West Germany built 352 helicopters under license.

Following the UH-1D Iroquois helicopter, an identical UH-1H Iroquois was put into serial production with an Avco Lycomin T53-L-13 engine with a shaft power of 1044 kW / 1400 hp. The delivery of UH-1H helicopters for the US Army began in September 1967, and this version was the last in serial production. In addition, UH-1Hs (9 aircraft) were sold to the New Zealand Air Force and 118 helicopters were produced under license in Taiwan. UH-1H helicopter options included CH-118 helicopters (originally CUH-1H) built by Bell for the Canadian Air Force. the first 10 of which were delivered on March 6, 1968, and the HH-1H are rescue helicopters. 30 of which were ordered by the USAF on 4 November 1970 (deliveries completed during 1973). UH-1D/H helicopters have been widely used for a wide range of tasks in Southeast Asia, in particular in Laos, Cambodia and in some remote areas of South Vietnam. A small number of UH-1H helicopters under the designation EH-1H were selected for electronic countermeasures; aircraft with advanced systems began to be delivered from 1981.

In accordance with the US Army's SOTAS (Target Detection and Interception System Before Entering Enemy Air Defense Zone) development program, four UH-1H helicopters were modified for testing. Their task was. to receive data from the radar about movements on the battlefield, transmit them to the ground and supply ground command with information about the tactical situation. The US Army intends to keep the UH-1H base helicopter in large-scale operation until the beginning of the 21st century. In connection with such plans, the existing fleet of UH-1H helicopters can be considered the subject of an improvement program, according to which modern equipment and equipment should be added.

Bell also commercially produces a commercial version of the UH-1H under the designation Model 205A-1. It is equipped with an Avco Lycomin T5313V HPT with a shaft power of 1044 kW/1400 hp, throttled to 932 kW/1250 hp. The normal fuel capacity is 814 liters, but can be increased to 1495 liters. Particular attention has been paid to the internal design to quickly convert the helicopter into a cargo, ambulance, administrative, flying crane or search and rescue version. Maximum capacity: pilot and 14 passengers. The Agusta company in Italy also built Model 205 helicopters under license under the designation AB.205A-1, similar to the production model of the Bell company. The buyers of these helicopters were the Italian Air Force and some other countries. In Japan, the Fuji-Bell Model 205A-1 helicopter was produced.

On May 1, 1968, Bell Helicopter and Pratt-Whitney Aircraft reached an agreement to continue improving the new helicopter based on the Model 205 UH-1H Iroquois helicopter. The first of ten such devices entered the Canadian Armed Forces on March 6, 1968 under the designation CUH-1H. Its power plant was the Avco Lycomin T53-L-13 TVD with a shaft power of 1044 kW / 1400 hp. However, it was decided to use two theaters. Improvements led to the creation of the military helicopter Model 212. Technically revolutionary was the power plant of the PT6T Twin-Pack helicopter of the Canadian company Pratt-Whitney Aircraft Canada (PWAC). It consisted of two theaters. installed side by side and rotating the main rotor shaft through a gearbox. The output power on the shaft for the first serial copies of the helicopter was 4.66 kW / kg, while for the improved Lycomin T53 theater it was 4.19 kW / kg.

There was another very significant advantage: when installing the PT6T-3 engine on the Model 212 helicopter, the power output during takeoff was limited to 962 kW / 1290 hp. In the event of a malfunction of one of the two turbines, torque sensors located in the collecting gearbox transmitted a signal to the serviceable turbine, and it began to generate shaft power in the range from 764 kW / 1025 hp. up to 596 kW/800 hp for emergency or continuous operation, respectively. Deliveries for the US Air Force of military helicopters Model 212 under the designation UH-1N were carried out in 1970, and for the US Navy and Marine Corps in 1971 The first helicopter CUH-1N (SI-135) was transferred to the armed forces of Canada on May 3, 1971 .He had an all-metal fuselage structure. rackless ski chassis, two-blade all-metal semi-rigid main rotor and two-blade tail rotor.

Eight Model 212 helicopters were delivered to China in 1979. Model 212 helicopters under the designation AB.212 were produced in Italy under license by the Agusta company. The first deliveries of these machines took place in 1971. The anti-tank version of the AB.212ASW had a reinforced helicopter frame, deck landing gear and a PWAC PT6T-6 Twin-Pak theater with a power on the shaft during takeoff of 1398 kW / 1875 hp

The performance characteristics of the UH-1 Iroquois

– Adopted: 1959
– Total built: >16000
– Modifications: UH-1N Twin Huey, Bell 204/205, Bell 212, Bell 214, UH-1Y Veno

The crew of the UH-1 Iroquois

– 1-4 people

Capacity UH-1 Iroquois

- 14 soldiers or 6 stretchers and 1 escort

Dimensions UH-1 Iroquois

– Rotor diameter: 14.63 m
– Tail rotor diameter: 2.59 m
- Fuselage length: 12.77 m
– Height: 4.42 m

Weight UH-1 Iroquois

- Empty: 2363 kg
– Maximum takeoff weight: 4310 kg
- Mass of cargo on an external sling: 1759 kg
– Internal fuel capacity: 840 kg

Payload UH-1 Iroquois

- 1759 kg of cargo in the cab or on the suspension

Engine UH-1 Iroquois

– Quantity, type, brand: 1 x gas turbine engine, Textron Lycoming T53-L-13
– Power, kW: 1 x 1044

Speed ​​UH-1 Iroquois

– Cruising speed: 204 km/h
– Maximum speed in level flight: 222 km/h
– Maximum rate of climb: 7.6 m/s

Flight range UH-1 Iroquois

Static ceiling UH-1 Iroquois

Dynamic ceiling UH-1 Iroquois

Armament UH-1 Iroquois

- Suspended rifle and cannon: M60C, M2HB, M134 "Minigan"
– Guided missile: AGM-22, BGM-71 TOW
– Unguided rocket: 7-round or 19-round 70 mm rocket pods

Photo UH-1 Iroquois

BellUH-1Iroquois (Bell Iroquois) - American multi-purpose helicopter developed by Bell Helicopter Textron in the 1950s. Better known as Huey. One of the most massive helicopters in history.

History of the UH-1

The fifties of the XX century were marked by the true birth of helicopter technology in the world. Technologies, primarily engine building, have reached a level that allows you to create truly efficient machines - the military has realized that the helicopter is no longer exotic for local tasks, but a promising combat unit. It was in the 1950s that work began on the creation of legendary helicopters in the USSR, and in the USA a competition was also announced to create a universal combat and transport helicopter - probably the future most famous American rotorcraft.

By 1955, the Pentagon opted for the Model 204, developed by Bell Helicopter, and the program to build the machine began. The first prototype took off in 1956 at the Bell plant airfield in Texas. The first batch of three prototypes was tested at Bell facilities, a little later they were joined by 6 more machines that worked in the field and, finally, 9 pre-production helicopters sent to the military for testing. The helicopter was named HU-1 Iroquois - Iroquois. The name HU-1 was retained until 1962 - later, it was replaced by the already known UH-1.

In the summer of 1959, the US Armed Forces received the first batch of ready-to-use UH-1A helicopters. Powered by a 770 hp Lycoming T53-L-1A engine, they were armed with two 7.62 mm machine guns, 70 mm rocket launchers and could carry up to six people. Some of these machines received were sent to Vietnam, where the UH-1 received a baptism of fire.

Participation in combat operations of the US Armed Forces in Vietnam revealed a number of shortcomings of the base helicopter, the main of which is insufficient thrust-to-weight ratio. This problem was solved by 1961, when the UH-1B entered service with the 960 hp T53-L-5 engine, and later the 1100 hp T53-L-11. (+43% thrust from the base engine). The payload of the new helicopters reached 1360 kg.

Participation in hostilities made it possible to test the helicopter in a wide range of activities: from attack to rescue. Thanks to this, the machines are constantly upgraded. Already by 1965, the UH-1C version arrived with an improved main rotor, which made it possible to reduce vibration, improve handling and increase maximum speed. Otherwise, the new helicopter did not differ from its predecessor.

A further development of the family was the UH-1E modification, intended for the US Marine Corps. It differed from the UH-1B in a new composition of radio equipment, and starting from 1965 in a new main rotor, similar to the UH-1C. The helicopter was actively used in Vietnam for landing and rescue operations. As a fire support helicopter, it was equipped with two 7.62 mm M60 machine guns and two 70 mm NUR units.

The most advanced of the single-engine Iroquois was the UH-1C, converted in 1968 and called the Huey Tug. The helicopter was equipped with a Lycoming T55-L-7C engine with an HP 2850 power. With. and a main rotor with a diameter of 15.24 m. The helicopter could carry up to 3000 kg of cargo on an external sling with a take-off weight of 6350 kg and reach a maximum speed of 259 km / h.

Since April 1965, twin-engine helicopters have appeared in the Iroquois family. The first was the Model 208, which was a serial UH-1D equipped with a pair of Continental XT67-T-1 engines with a total power of 1400 hp. With. The helicopter served as a prototype for further twin-engine modifications. The installation on the UH-1H in 1968 of a pair of Pratt & Whitney PT6T-3 engines, called Turbo Twin Ras, with a total power of 1800 hp. with., a new modification was received - Model 212. For the armed forces of America, Bell produced 145 of these helicopters, designated UH-1N. By order of Canada, the company manufactured 70 CUH-1N. And in Italy they were produced under the designation AB 212.

Bell UH-1 Huey helicopter piloting video at the air show, 2013

UH-1 design

UH-1 Iroquois is a single-rotor multi-purpose military transport helicopter with a tail rotor.

The fuselage is a semi-monocoque design, in its front part there is a cockpit for two pilots sitting side by side. Behind the cab is a payload compartment. At the bottom of the fuselage there is a loop for carrying cargo on an external sling. Steel skis are used as landing devices, on which inflatable floats can be installed, which ensure the takeoff and landing of the helicopter on the water.

The power plant consists of one or two turboshaft engines. The gearbox and engine are located along the axis of the helicopter in the upper part of the fuselage behind the cockpit. The hydraulic, pneumatic and electrical systems of the helicopter are driven by the engine. The helicopter is equipped with a set of navigation and electronic equipment, landing searchlights and navigation lights.

Armament

Two M60C machine guns or two M2HB machine guns, or two six-barreled M134 Minigun machine guns (Minigan) of 7.62 mm caliber can be installed in doorways.
Machine guns M60C, M134, guided missile weapons: AGM-22, BGM-71 TOW can be mounted on an external sling; unguided rocket armament: 7-round, 19-round 70 mm rocket pods or 24-round 70 mm rocket pods.
A 40 mm M75 grenade launcher with 150 or 300 charges can be mounted in the nose of the helicopter, fully controlled by the pilot.

Modifications

There are many variants of the UH-1 helicopter, including civilian variants.

• XH-40- The first prototype of the Bell 204. A total of three prototypes were built.
• YH-40- Six pre-production helicopters.
• HU-1A- The first combat models of the Bell 204, in 1962, received the designation UH-1A.
• UH-1B- Modified HU-1A. Miscellaneous exterior upgrades and upgraded Lycoming T53-L-5 (960 hp) and later T53-L-11 (1100 hp) engine.
• UH-1C- UH-1B with improved engine and modified blades for improved impact performance.
• YUH-1D- Seven UH-1D prototypes.
• UH-1D- The first production model Bell 205 (Bell 204 with an extended version of the fuselage) and the first twin-engine Iroquois. Designed as a military transport helicopter to replace the CH-34 then in service with the US Army.
• UH-1E- UH-1B / C for the US Marine Corps with a new composition of radio equipment and avionics, and since 1965 - with a new main rotor. The first models were also equipped with a retractable rescue winch.
• UH-1F- UH-1B / C for the US Air Force with a General Electric T58-GE-3 engine with an HP 1100 power. With.
• UH-1G- Omitted modification to prevent confusion with AH-1G. However, the designation UH-1G was given to the UH-1D/H gunships operating in Cambodia.
• UH-1H- Improved UH-1D.
• UH-1J- Export version of UH-1H for Japan.
• HH-1K- Search and rescue helicopter for the US Navy with special equipment of the Navy.
• UH-1L- Multifunctional version of HH-1K.
• UH-1M- ARA ("gunship") based on the UH-1L, for night combat operations, equipped with special equipment, two cameras and a night sight.
• UH-1N- The first production model of the Bell 212, with two PT6T Twin-Pac turbojet power plants. The Marine Corps made many improvements, from improved avionics and helicopter protection to the installation of an infrared camera.
• UH-1P- UH-1F version for the US Air Force, designed for special operations - dropping / evacuating troops from behind enemy lines.
• UH-1V- Medical helicopter for the US Army.
• UH-1U- The only prototype for identifying and suppressing artillery positions. Crashed at Edwards AFB during testing.
• EH-1X- Ten electronic warfare and electronic warfare helicopters with equipment for special operations. Replaced by EH-60A.
• UH-1Y- The helicopter, designed to replace the obsolete UH-1N for the US Marine Corps, will be supplied under the H-1 program along with the AH-1Z combat helicopter, with similar changes and modifications.

Operation UH-1

The UH-1 is one of the most produced helicopters in the world with more than 16,000 units produced. Since its inception, he has participated in most military conflicts in which the United States or its allies played a role.

First of all, the UH-1 played an important role in its first war - in Vietnam. As a result, he became one of the symbols of that war.

Helicopters were widely used in Vietnam by all American units, although a conventional infantry division had a much smaller fleet than an airmobile one. At the height of the war, American helicopters made several thousand sorties a day, and the lion's share fell on the UH-1. In total, during the war, a total of 7013 American UH-1 helicopters participated in the hostilities. Of this number, 3305 vehicles were destroyed and a significant part was transferred to South Vietnam.

Various modifications of the UH-1 were used around the world in various combat operations. The UH-1 was used during the US invasion of Grenada and operations in Panama. Participated in Operation Desert Storm, took part in a peacekeeping mission in Somalia. Now the helicopter is used by the US military in Afghanistan and Iraq.

Despite their age, UH-1 helicopters of various modifications are still used in the armies of more than 60 countries.

Interesting Facts

• Huey is an unofficial nickname for the helicopter, but the official name in the United States Marine Corps.
• The helicopter received the name Huey because of its early (until 1962) designation HU-1 (Helicopter Utility - 1).
• The US Army no longer uses this type of helicopter, replacing it with the UH-60, but the US Marine Corps continues to use it and invests in its improvement. The latest model for the Marine Corps is the UH-1Y.
• Based on the UH-1, the world's first specialized combat helicopter AH-1 was created.
• At least one former South Vietnamese UH-1 was sent to the USSR for study after the war.
• The helicopter made its first flight in 1956, which means that today it is the oldest of this type of helicopter remaining in mass operation.
• Civilian airlines still fly Hueys that fought in the Vietnam War.

Scheme of the helicopter UH-1 Iroquois

Well, what kind of aviation museum is this, and even a helicopter one, in which Huey would not be ... Here he is a handsome man in the most common configuration: Bell UH-1H Iroquois, a total of 5435 such helicopters were built.

As always, I use information from sites
http://www.airwar.ru
http://ru.wikipedia.org/wiki
and other sources found by me in the internet and literature.

Our Bell UH-1H Iroquois is a 1966 issue with army number 66-16579, factory 8773. Built in 1966 as UH-1D. He served his entire life with US Army Aviation. In the process, it was converted to UH-1H, although it is not clear in what year. And finally, on August 29, 1992, after retiring, he ended up in the museum.

Like all helicopters in this museum, it is densely crowded with brothers.

For some reason there are no janitors.

General form. The sliding door was replaced with glass so that you can see the insides.

Simple, reliable, moderately powerful ... But with the inherent disadvantages of a two-blade scheme.

As best I could, I looked into the cockpit of the helicopter.

Armored chairs.

Now we look at the interior of the helicopter. Everything here is extremely ascetic.

As it turned out, the sliding door was not removed, but only the interior was closed with glass.

The only Lycoming T53-L-13 engine with a power of 1400 hp was opened for viewing for visitors. Now single-engine helicopters are not very popular for such tasks.

Two-bladed main rotor with a diameter of 13.41 meters.

The tail boom, where the shaft goes on top under the casing to the tail rotor.

An engine from the younger brother of this helicopter was also located nearby: Allison 250-C10 from OH-6A. Its power is only 250 hp.

But its size and weight are not great at all ...

And this is kind of like part of a screw from Bell-212

There is also a sign about this.

Here you can see what the blade is holding on to. By the way, this is a replaceable thing, on the same Bell-206 it must be changed every three years ...

I am especially struck by these handles on such heavy helicopters. This is to control the helicopter when towing on the front wheels. There are only two of them, and therefore it is necessary to support the helicopter so that it does not snort its skis on the ground.

General view from behind.

Tail rotor bushing.

Horizontal stabilizers, not only do they change their angle, they are also on both sides of the beam.

The powerful exhaust of a single engine is directed upwards.

Engine air intake with dust and sand cleaning system.

Main rotor bushing.

LDPE in a case next to the cutter. The cutter is needed to protect against wires in the path of the helicopter.

And one more general view.

LTH:
UH-1H modification
Main screw diameter, m 13.41
Tail rotor diameter, m 2.59
Length, m 12.98
Height, m ​​3.84
Weight, kg
empty 2300
maximum takeoff 4309
Internal fuel, l 916 + optional 1325
Engine type 1 GTD Textron Lycoming T53-L-13
Power, hp 1 x 1400
Maximum speed, km/h 238
Cruise speed, km/h 204
Practical range, km 615
Range, km 383
Rate of climb, m/min 427
Practical ceiling, m 3505
Static ceiling, m 3230
Crew, people 1-2
Payload: 8 soldiers or 3 stretchers, 2 seated wounded and 1 escort or 1361 kg of cargo in the cockpit or on a sling
one 7.62 mm M60 machine gun in the cockpit door or 4 7.62 mm M60 machine guns on rails on the sides of the fuselage
Possible suspension of 2 packages with 24 70 mm NUR

Mohawk transport helicopter uh 1 Huey USA photo , the first generation were still very imperfect - bulky, difficult to maintain, with heavy piston engines and low weight return. Therefore, in 1952, the army announced a competition for a new light utility helicopter.

The path to a radical improvement in the flight and operational characteristics of the rotorcraft lay through the transition to a new power plant - a turboshaft engine (TVLD), much lighter than a piston engine, and with a higher power density. The army contract promised considerable profits, and two dozen companies submitted their projects to the competition. The customer made a difficult choice on February 23, 1955, having issued a contract for three prototypes of the Bell 204 helicopter, a single-engine machine equipped with a Lycoming YT53-L-1 TVLD (700 hp).

The most massive version of the helicopter - UH-1 N

The first prototype was tested a year and a half later - on October 20, 1956. In the official designation system, it was initially called the YH-40. In March 1960, when the first serial order for 100 copies was issued, the car was given the designation HU-1A, because of which it was nicknamed the Huey, although it was officially dubbed the Iroquois. Finally, in 1962, with the introduction of a unified aircraft designation system in the US armed forces, the letters in the index were rearranged: instead of HU-1, it was now called UH-1. The layout chosen by the designers of the Bell company turned out to be extremely successful - in total, more than 16 thousand Iroquois of various modifications were built.

Pilot's cabin UH-1

The characteristic appearance of the "Iroquois" Bell 204/205, semi-monocoque fuselage with large side doors that speed up boarding / disembarking; two-blade rotor; chassis in the form of tubular skids, lighter than wheeled.

Mohawk transport helicopter uh 1 Huey USA , main variants and modifications

Helicopter UH-1 N of the US Marine Corps on the deck of the landing helicopter dock ship "New York". Exercise Bold Alligator, Atlantic Ocean, 2012

Sectional Iroquois transport helicopter

Based on the UH-1 H, the training helicopter TN-1N was created

Helicopter TN-1N of the 23rd training squadron of the US Air Force. Fort Rucker, Alabama, 2008

1. search and rescue NN-1N
2. EW helicopters EN-1N and EN-1X
3. medical evacuation UH-1V.

American multi-purpose helicopter company Iroquois Bell Helicopter Textron

In addition to basic modifications transport helicopter Mohawk uh 1 Huey USA , there were a number of specialized variants of the Iroquois. The Iroquois also entered service with the US Navy and Air Force aviation - although in much smaller numbers.

Helicopter UH-1N of the 459th Squadron of the US Air Force. Yokota Air Base, Japan, 2014

In addition to the United States, the Iroquois was produced under license in Germany (Dornier built 352 UH-1 D), Italy, where the Bells 204 and 205 were produced by Agusta under the designations AB 204 and AB 205, as well as Japan, where Fuji produced the UH-1B, and then the UH-1J, a modified version of the UH-1 H. In addition, small batches were assembled in Turkey and Taiwan.

Helicopter UH-1B of the German Air Force. Joint exercises of the US Air Force, Canada, Germany and Denmark. Alamogordo, USA, 1997

Since the mid-80s, the "Iroquois" is gradually leaving the stage, and it begins to take its place, of the same class and purpose (this applies to the USA). In the states on the Latin American continent, in Asia and partly in Africa, it still remains the main military transport helicopter of the army.